Floating diaphragm for vestibule cars



J. J. TATUM FLOATING DIAPHRAGM FOR VESTIBULE CARS Filed Aug. 24, 1936 4 Sheets-Sheet 2 I w 8 9 INVENTOR. a 5M wzmm ATTORNEY.

J. J. TATUM FLOATING, DIAPHRAGM FOR VESTIBULE CARS 4; Sheets-Sheet 3 Filed Aug. 24, 1936 INVENTOR. 910% 2' WWW 7 A .4 (5215222442 ATTORNEY.

Patented Dot. 4, 1938 UNITED STATES PATE DFFiCE.

John .11. Tatum, Baltimore, Md.

Application August 24, 1936, Serial No. 97,669

12 Claims.

This invention relates to improvements in car end diaphragms or closures for the passageways between the coupled vestibule ends of railway passenger cars, and particularly to a floating type of diaphragm or end closure, 1. e., one flexibly supported and provided with resilient means adapted to allow free movements of the diaphragm face plates to compensate for relative movements between the coupled ends of cars of a train in course of travel.

One object of the invention is to provide a floating diaphragm construction embodying novel means for supporting and guiding the diaphragm in such manner as to adapt it to freely have all 15 requisite compensating movements without the weight of the diaphragm being carried on the diaphragm buffer stems, and which at the same time will eliminate or reduce to a minimum noise ordinarily caused by working motions of the diaphragm parts.

Another object of the invention is to provide an articulated floating diaphragm structure of sim ple type having supporting and guiding means of the character referred to which will effectually prevent diaphragm sagging and ensure maintenance of the diaphragm face plates of coupled cars in abutting contact without causing grinding or other objectionable noises in the compensating movements of these parts.

3 With these and other objects in View, the invention consists of the features of construction, combination and arrangement of parts, hereinafter fully described and claimed, reference being had to the accompanying drawings, in which:--

Fig. 1 is a side elevation of the vestibule ends of two-railway passenger cars provided with diaphragms embodying my invention.

Fig. 2 is an end View of a car looking toward the vestibule face plate thereon.

Fig. 3 is a side elevation of the parts shown in Fig. 2.

Fig. 4 is a horizontal section on the line 4-4 of Fig. 2.

Fig. 5 is a face view of the top portion of the outer end wall of the vestibule.

4 Fig. 6 is a top plan view, partly in section, through the roof and outer end wall of the vestibule and the diaphragm face plate, showing the construction of the upper guide unit of the 50 diaphragm face plate.

Fig. 7 is a vertical section on the line 'l'! of Fig. 6.

Fig. 8 is a View in elevation of a portion of the diaphragm guiding unit on an enlarged scale.

Figs. 9, 10 and 11 are top, face and side views,

respectively, of one of the upper supporting brackets of a supporting unit.

Figs. 12, 13 and 14 are similar views of one of the lower supporting brackets of a supporting unit.

Referring now more particularly to the drawings, l designates a passenger car, only a portion of which is shown, said car having a vestibule end 2. 3 designates vertical guideways at the sides of this vestibule end, which has the usual passageway or opening ii, 5 is the car roof, 6 the vestibule ceiling, l the vestibule platform, 8 the diaphragm face plate and 9 the flexible diaphragm Walls disposed between and connecting the face plate with the outer end of the vestibule. These diaphragm walls are preferably made of sheets of heavy cotton canvas belting of sufficient flexibility to allow the diaphragm to move laterally and assume angular positions with relation to the car body while being at the same time of sufii- 2O cient stiffness to maintain their sheet form against any tendency to fold on inward movements of the face plate so that they will always ride freely in the guideways 3. Such diaphragm sheets, unlike metal sheets, may move in contact with the walls of the guideways without causing clashing, grinding or other noises. They are suitably secured at their outer edges to angle plates 9 fastened to the face plate 8 and are of sufficient width to prevent their outward displacement from the guides under any and all normal outward movements of the face plate 9. The face plate 8 may be of the usual or conventional form, that is, of inverted U-shape, having the lower ends of its legs united by the foot plate carrying transverse abutment or sill plate iii suitably connected to or arranged for cooperation with the conventional center and side buffer stems I I and E2 on the car, and provided with the usual stop blocks I3.

The diaphragm face plate is articulatively connected at its lower end in any suitable manner to the spring-pressed buffer stems H and I2 which have sliding engagement with the car body or underframe, with freedom to also move laterally and upwardly and downwardly to certain degrees in said openings, by which the lower end of the diaphragm is supported at each side to allow in and out, vertical and angular movements with relation to the car body, while being normally pressed outward, by the'stems to operative position for engagement with the opposed diaphragm face plate on an adjoining car. The upper end of the diaphragm face plate is similarly supported at a central point by a guide unit 55 mounted at the top of the vestibule. This guide unit comprises a fixed housing l4 arranged in a space between the car roof l5 and vestibule ceiling It so as to lie wholly or substantially between the outer end wall of the car and a transom plate El closing said space at the outer end of the vestibule top, said housing thus being disposed wholly or substantially within the vestibule structure. This housing is of flaring form, preferably of cylindrical shape in cross-section and flaring uniformly between its inner end and its outer end. The outer end of the housing is provided with a flange or abutment shoulder riveted or otherwise rigidly secured to the transom plate ii, and at its reduced inner end the housing is provided with a restricted opening bounded by an abutment flange or shoulder IS. A buffer stem I9 is pivotally connected at its outer or forward end toa bracket 29 secured to the diaphragm face plate and extends through the housing and outwardly at its rear end through the opening in the rear end of the housing bounded by the flange l8. This stem is threaded at its rear end to receive a clamping nut 2! bearing against a washer 22 which engages the abutment flange l 8. The rear end of the stem i9 has loosely fitted thereon a thimble provided with an annular abutment or seat shoulder 23 which is spaced by the washer 22 so as to lie in loose engagement with the flange [8, thus coupling the stem to the housing for sliding engagement therewith to permit outward and inward movements of the diaphragm face plate, while at the same time permitting the stem to have limited up and down as well as lateral or sidewise pivotal movements in the housing to permit the diaphragm face plate to move laterally of the car and to assume angular positions with relation to the car, whereby the diaphragm face plate is guided by the lower buffer stems and upper guiding unit to have compensating movements of the kind required. The bracket is formed with a reduced rearward extension 2 1 which is engaged by the forward end of a corrugated tube 25 which encloses the stem between the bracket and seat shoulder 23 and is thus arranged for engagement with the walls of the housing when the stem has up and down or lateral play therein to cushion the movements of the stem. This tube is capable of diametric expansion and contraction in the housing in the inward and outward sliding movements of the stem l9 and is preferably in the form of a corrugated hose of canvas or other suitable durable material impregnated with a preservative and s lubricating substance, such as red lead, so that it will serve not only as a cushioning element but as a sound deadening element to silence the movements of the stem within the housing and to dampen any sounds made by the housing, thus preventing any objectionable amount of noise being caused by the movements of the upper bufiing and guiding unit.

The diaphragm is supported at its lower end at each side of the car by a supporting unit, whereby it is prevented from sagging and yieldingly sustained so that no part of its weight is carried by the guide stems l l and I2 or upper guide unit. Each of these supporting units comprises a supporting or stay rod 25 having a threaded upper end passing through an opening inv av bracket plate 21, attachedto the diaphragm at or near its upper end. This upper threaded end of the rod is provided with pairs of metal and rubber washers 28 and 29 arranged above and below the bracket,

' each rubber washer being backed by a metal washer, and said parts being held in position by a retaining nut 30, making a yielding or resilient connection between the upper end of the rod and the bracket which allows a limited cushioning play between these parts at such point, but couples them so as to allow a lifting force to be exerted on the diaphragm when the rods swing inwardly or toward the car. The rod has its lower end extending downwardly through an opening in a bracket 3! attached to the car body. A portion of the rod above the bracket 3| is threaded to receive an adjusting nut 32 and a lock nut 33, below which adjusting nut is arranged a washer or seat 34 against which the upper end of a coiled supporting spring 35 bears. This spring surrounds the rod between the seat 34 and the Washer or seat 36 against which its lower end bears, said washer or seat 36 having a rounded portion arranged in bearing contact with the bracket 3|, the rod 26 thus having a cushioned sliding and pivotal engagement with the bracket 3|. Below the bracket 3.! the lower end of the rod has fitted thereon a washer 37 and a nut 38, and arranged about this portion of the stem between the washor 3'! and a washer 39 bearing against the underside of the bracket 3! is a coiled stabilizing spring 6!] acting in opposition to the spring 35 and serv ing as a stabilizing spring to check and prevent any unduly violent up and down movements of the rod 26. The function of the springs 35 of the supporting units is to yieldably support and prevent sagging of the diaphragm, and the actions of the springs 35 may be properly regulated by adjustment of the nuts 32, so that a sensitive supporting and control action may be obtained. The springs 35 exert upward pressure on the inclined rods 36 so that these rods not only support the diaphragm face plates against sagging, but also press the upper portions thereof outward, thus avoiding the necessity of using a pressure spring on the stem of the upper buffer and guiding stem for this purpose, and whereby the springs 35 cooperate with the spring-pressed buffers H and I2 to maintain the diaphragm face plates which they support and control in constant abutting engagement with the diaphragm face plate on the adjacent end of another car. The supporting units, while preventing sagging of the diaphragm, also allow the diaphragm to have proper up and down and pivotal movements toward and from the car and laterally at an angle thereto to compensate for the relative angular movements between the ends of two coupled cars of a train in the course of travel of the train. The construction of the pivotal and spring mountings of each supporting rod is such that the rod may have all movements of the character required for these compensating actions without causing grating, clashing or other objectionable noises. By adjustment of the nuts 38 the action of the stabilizing springs may also be regulated to dampen the movements of the rod 26 and spring 35 to the desired degree. The spring 35, and also the spring 40, if desired, may be arranged within an enclosing tube 4| of soft and durable rubber so as to secure an easy spring movement and further'noise dampening action.

From the foregoing description, taken in connection with the drawings, the construction and mode of operation of my improved vestibule diaphragm will be readily understood bythose versed inv the art without a further and extended description, and it will be seen that the invention provides a construction which provides a full floating diaphragm which is permitted to have all necessary compensating movements without the necessity of employing suspension springs and coacting stabilizers to control the lateral movements of the diaphragm, since, by the described arrangement of the supporting units and their uplifting supporting action, the units themselves serve to control the lateral movements of the diaphragm without employing added elements for this purpose. These uplifting supporting units also render it unnecessary, unless desired for a specific purpose, to employ pressure springs in connection with the upper buffing and guiding unit, since the supporting units operate to normally press the upper portion of the diaphragm face plate outwardly and to maintain it in engaging position. By the use of my improved diaphragm supporting means I am therefore enabled to considerably simplify and reduce the number of working parts required to yieldingly support the diaphragm and control its movements, without sacrificing any necessary compensating movements or functions of the diaphragm in its service actions.

While the construction disclosed for purposes of exemplification is preferred, it will, of course, be understood that changes in the form, construction and arrangement of the parts may be resorted to within the scope of the appended claims, without departing from the spirit or sacrificing any of the advantages of the invention.

What I claim is:--

I. In combination, a vestibuled car, a diaphragm including a face plate, upper and lower supporting and guiding elements respectively disposed between the top and bottom portions of the face plate and the car, said upper supporting elements mounting the diaphragm face plate for compensating movements relative to the car and to adapt the face plate to have up and down movements, resilient means associated with the bot om guiding elements for buffing actions and yieldingly maintaining the lower portion of the face plate in operative position, and supporting means movably connecting the upper portion of the diaphragm with a portion of the car lying at an elevation therebelow for exerting a resilient upward and outward pressure on said portion of the diaphragm face plate and yieldingly sustaining the diaphragm for up and down floating movements.

2. In a railway car, the combination with a car body having a vestibule end, and a face plate, of means for movably mounting said face plate on the car, said means including resiliently mounted supports connected to the face plate at points above its horizontal transverse center line and yieldingly connected to the car below its horizontal transverse center line and yieldingly supporting the face plate for up and down floating movements.

3. In a railway car, the combination with a car body having a vestibule end, and a face plate, of means for movably mounting said face plate on the car, said means including supports at opposite sides of the car connected at their upper ends to the face plate at points above its horizontal transverse center line and slidably con nected at their lower ends to the car below its horizontal transverse center line, and resilient means exerting upward and downward lifting pressure on said supports and yieldingly sustaining the same to adapt the face plate to have up and down floating motion.

4. In a railway car, the combination with a car body having a vestibule end, and a face plate,

of means for movably mounting said face plate on the car, said means including brackets on opposite sides of the face plate above its horizontal center line and brackets at opposite sides of the longitudinal center of the car below its horizontal transverse center line, rods connected at their upper endsto the first-named brackets and slidably engaged at their lower ends with the second-named brackets, and springs associated with the rods and second-named brackets for exerting lifting pressure on the rods and yieldingly supporting the face plate to adapt said face plate to have up and down floating motion.

5. In a railway car, the combination with a car body having a vestibule end, and a face plate, of means .for movably mounting said face plate on the car, said means including brackets on opposite sides of the face plate above its horizontal center line and brackets at opposite sides of the longitudinal center of the car below its horizontal transverse center line, rods connected at their upper ends to the first-named brackets and slidably engaged at their lower ends with the second-named brackets, sustaining springs between the second-named brackets and the rods above said brackets for exerting lifting pressure on the rods and yieldingly supporting the face plate to adapt the face plate to float upwardly and downwardly, and stabilizing springs between the second-named brackets and the lower ends of the rods below said brackets.

6. In a railway car, the combination with a car body having a vestibule end, and a face plate, of means for movably mounting said face plate on the car, said means including buffers on the car pivotally engaging the lower portion of the face plate, a movable guiding element at the top of the car connecting the same with the upper portion of the face plate, and resiliently mounted supports connected to the face plate at a point above its horizontal transverse center line and to the car below its horizontal transverse center line yieldingly supporting the face plate for movement in a vertical plane.

7. In a railway car, the combination with a car body having a vestibule end, and a face-plate, of means for movably mounting said face plate on the car, said means including buffers on the car pivotally engaging the lower portion of the face plate, a movable guiding element at the top of the car connecting the same with the upper portion of the face plate, supports at opposite sides of the car connected at their upper ends to the face plate above its horizontal transverse center line and slidably connected at their lower ends to the car below its horizontal transverse center line, and resilient means exerting lifting pressure on said supports and yieldingly sustaining the face plate for movement in a vertical plane.

8. In a railway car, the combination with a car body having a vestibule end, and a face plate, of means for movably mounting said face plate on the car, said means including bufferson the car pivotally engaging the lower portion of the face plate, a movable guiding element at the top of the car connecting the same with the upper portion of the face plate, brackets on opposite sides of the face plate above its horizontal center line and brackets on opposite sides of the longitudinal center of the car below its horizontal transverse center line, rods connected at their upper ends to the first-named brackets and slidably engaged at their lower ends with the second-named brackets, and springs associated with the rods and second-named brackets for exerting lifting pressure on the rods and yieldingly supporting the face plate for movement in a vertical plane.

9. In a railway car, the combination with a car body having a vestibule end, and a face plate, of means for movably mounting said face plate on the car, said means including buffers on the car pivotally engaging the lower portion of the face plate, a movable guiding element at the top of the car connecting the same with the upper portion of the face plate, brackets on opposite sides of the face plate above its horizontal center line and brackets on opposite sides of the longitudinal center of the car below its horizontal transverse center line, rods connected at their upper ends to the first-named brackets and slidably engaged at their lower ends with the second-named brack ets, sustaining springs between the second-named brackets and the rods above said brackets for exerting lifting pressure on the rods and yieldingly supporting the face plate for movement in a vertical plane, and stabilizing springs between the second-named brackets and lower ends of the rods below said brackets.

10. In a railway car provided with a vestibule, and a diaphragm having a face plate, means movably connecting the face plate at top and bottom with the car, the bottom connecting means at least comprising resilient buffers normally pressing the bottom portion of the face plate outwardly from the car, supporting members connected to the upper portion of the diaphragm at each side thereof and movably connected with the end of the car at each side thereof, the connections of said members with the car being at points below their points of connection with the face plate, and resilient means exerting upward pressure on said supporting members and outward pressure therethrough on the upper portion of the diaphragm and yieldingly sustaining the face plate for body movement in a vertical plane.

11. In combination, a vestibule car, a diaphragm including a face plate, means connecting the upper end of the face plate to the car with capacity for in, out, and angular movements relative to the car body, means at the bottom of the face plate connecting it to the car with capacity for in, out, and angular movements relative to the car body, brackets connected to opposite sides of the face plate above its horizontal transverse center line, brackets on opposite sides of the car body near the bottom portion of the face plate, rods connected at their upper ends to the firstnamed brackets and slidably engaged at their lower ends with the brackets on the car body, and springs associated with the rods and brackets on the car body for exerting lifting pressure on the rods and yieldingly supporting the face plate to adapt said face plate for up and down floating motion.

12. In a railway car provided with a vestibule, a diaphragm having a face plate, guiding means connecting the face plate at its bottom with the car with capacity for in and out, up and down and angular movements with relation to the car, guiding means connecting the face plate at its top with the car vestibule for similar movements, and supporting means connecting the opposite sides of the face plate with the opposite sides of the car, said means comprising inwardly and outwardly swinging and vertically movable rods normally inclined from their lower ends at an outward and upward angle with relation to the end of the car, said rods being connected at their upper ends to the upper portion of the face plate and being pivotally and slidably connected at their lower ends to the car for swinging movements toward and from the car and vertical movements with relation to the car, and resilient means acting on the lower ends of said rods for resiliently supporting the rods and face plate for vertical floating motion.

JOHN J. TATUM. 

